Coupling-cushion buffer.



J. A, JACKSON. COUPLING CUSHION BUFFER. LPPLIGATION FILED DEC. 16, 1907.

1,002,062. I Patented Aug.29,1911.

WITNESSES LN'VEJV'TOR. Wan/Z122 JOHN A. JACKSON efltto rmr ys.

UNITED STA'lEiBTENT OFFICE.

JOHN A. JACKSON, OF CHICAGO, ILLINOIS, ASSIGNQR OF ONE-HALF T0 DEXTERPHIPPS, OF CHICAGO, ILLINOIS.

COUPLING-CUSHION BUFFER.

To all whom it may concern ,7 r y Be it known that I, JOHN A. JACKSON, acitizen of the United States of America, residing at Chicago, in thecounty of Cool; and State of Illinois, have invented certain new and.useful improvements in Coupler Cushion Butters, of which' the followinga specification, reference being had therein to the accor'npanyingdrawings.

In standard railway car construction, the draft. rigging is supportedbydrafttiml'iers which are secured against the un: derside of thelongitudinal sills and otherwi. ,,'=and the motion of the draw-bar is'retarded by shock absorl ing devices contained in therigging. The shockstransmitted to the sills have a transverse shearing action thereon duetfltllfi position of the rig ing which in time disrupts tlie'carfrarne.

The draw-bar head is provided with" a' safety born or lug whichwhen theshock devices have gone to their limit under vere and unusual blows,contacts or backs against a solid block or butter secured against theend sill in horizontal alineinent with the longitudinal sills, therebyimparting a direct blow without cushioning to the car body. y

This invention relates to a coupler eushion buffer whereby the extremeshocks which the draft rigg ing ordinarily has to withstand and transmitin an-oblique line tothe sills are-taken up by members Whose thrust isin the plane of and directly against. the end of the sills,a positivearrest of the coupler or draw-bar head also being provided for.

The invention consists in the matters hereinafter set forth, and moreparticularly pointed out in the appended claims.

Referring to the drawings, Figure 1 is a view of an end portion of a carequipped\ with a standard type of draft rigging and acouplcr cushionbutler embodying features of the invention. Fig. 2,is.a, View in detailin horizontal section through thehuiter.

in the drawings, 1 indicates a car body of conventional type, having anend si|l2and longitudinal main sills 3 with draft timbers t secured tothe underside of the latter in the usual position. A draw bar 5 ofstand-. :u-d desi n supported Ijy any conventional Specification ofLetters Patent.

' PatentedAug. 29, 1911.

Application filedDecember 16, 1907. Serial NO. 406,738.

head or co-iipler (l with the conventionalsafety horn or lug 7 1n thehorizontal plane of the sills.

manner to the draft timbers has a standard A metal butter is secured bysuitable means, as bolts 8, against the end sill=2 in the path of thehorn 7 In its preferred :torin'this consists oi. a rectangular casing 9having a movable front butter plate 10 re tained by the casing bottomand flanges 11 on the side walls 12. at central triangular -or wedgeshaped lug 13 on the plate has sliding engagement with the adjacentfaces of' apair of i movable triangular friction blocks l4 whose lateralposition is defined t by the in .vardl'y beveled faces 15 of a' pair of'wings 16 oil-the casing walls, and whose-longitndinal movement isresisted bya' set of transverse leaf or plate springs 1.?! bearing onlyaga nst the raised center oft-he ba-cle 18 of the casing with theircndsfree to nio've,=' their forward dis 'ilaccmen'tbeing prevented by thewings 16. I A suitable cover 19 is removably secured on the casing.

The butter as a whole is so adjusted in-re lation to the draw-bar anddratt'rigging as to intercept the born before the riggingthas receivedextreme shocks beyond its normal capacity, the horn being graduallyarrested by the combined action of the springs and frictional engagementof theinclined faces line to the sills,'therebyeliminating thetransverse or oblique strains which the underhung draft riggingnecessarily mparts to the sills. The rigging can thus be made lighter asit need not have the great range of resistance otherwise required whilethe cushionbufter occupies only the space usually taken by the solid butler block.

,The main feature, is the yicldin transn'iission, of extremeshocks fromhe horn longitudinally to the car sills while the definite arrest. ofthe horn required in standard construction is likewise provided for.

Obviously the construetion'may hechanged so in without departing fromthe vention, and I do not limit myself to any particular form orarrangement of parts" The buffer may be used on steel as wooden cars.

What I claim as my invention is 1..The combination with the end sills,main sills, and draw bar of a railway car of standard construction, ofacou ler cushion bu tfer in horizontal alinement with the main sills andthe draw bar safety horn, consisting of a rectangular metal casingsecured to the end sill above the draw bar, having allel side wallswith-inwardly turned flanges at their outer ends, a pair of alined wingson the inner faces ofthe side wall back of and parallel to the endflanges and provided with inwardly beveled bearing faces, a rear wallhaving a vertical raised central ortransversely disposed leaf" springscentral portions bear against the. raised center of the back and whoseouter ends lie behind the sidewall wings by which they are preventedfrom excessive forward movement, a pair of triangular friction blockswhose inner faces normally parallel to the inner margins of thewingsbear against the leaf springs and whose outer side faces havesliding frictional engage; meat with the beveled faces of the wings, anda movable buffer plate whose end portlons play between the lnt-urnedouter margins of the side walls'and the wings and whose center portionhas .a rearwardly extending wedge .shaped lug on its rear face extendingbetween the blocks in frictional sliding engagement with the adjacentfaces thereof.

2. In a railway car of standard construchen, the combination with theend sills,

ma n sills, draft timbers secured to the un- -derside of the main sills,and a draw-bar yieldingly s ecuredto draft timbers bespirit of thein-,;.

as well"- l neath the sills or g; on its plant; of the sil coupler andIs, of a fer consistingof a subs casing secured by its face of the endsill 1n horn, side and the back wall, t tudinally walls, a pair againstthe i I the back plate,

, tion face of with a central tion blocks and lts real-mostcenter 0bottom he back crowned face provided with a safety head in thehorizontal coupler cushion buf tantially rectangular back wall to theouter alinement with the walls integral with wall having alongibetweenthe side of oppositely disposed wings integrally formed onthe side walls with inner faces of the perpendicular, inwardly beveledfriction faces, leaf springs bearing at their center only f the crownedface of a set j of transverse a pairof triangular friction Iwedge-shaped laterally against tl i'th the adjacent a wing, and abuffer-plate 1nov- Ween the wings and in the side walls provided lugbearing 1e inner faces of the fricblocks whose bases bear against thesprings and whose outer sldes sliding engagement w each have frictionalfr1cabutting the supported center positicnand forcing the blocks portionof the spring when the, plate is in along the beveled fr iction faces ofthewings against the yielding unsupported arms of the sHlring, theblocks bearing againstthe l centra. supportedportnms of the sprmg andsliding wardly by the inwa In testimony whereof I outwardly betwengagement w1th the l and the side w cenand in frictional yieldingspring arms all wings when moved outrdinm ement of the bufaflix mysignature in presence of two witnesses.

JOHN A. JACKSON.

t Witnesses:

AR rHUR LOUIS C;

C. Inn,

E-HLn.

